Steam-heating system for railway-cars



(No Model.)

J. F. MoELROY. STEAM HEATING SYSTEM FOR RAILWAY CARS.

Patented June 11, 1889.-

James lr y. B I

Zzrenlvrf MN H H UNITED STATES PATENT OFFICE.

JAMES F. MOELROY, OF LANSING, MICHIGAN.

STEAM-HEATING SYSTEM FOR RAILWAY-CARS.

SPECIFICATION forming part of Letters Patent No. 404,926, dated June 11, 1889.

Application filed August 16, 1888. Serial No, 282,864. (No model.)

To all whom it may concern.-

Be it known that I, J AMEs F. MCELROY, a citizen of the United States, residing at Lansing, in the county of Ingham and State of Michigan, have invented certain new and useful Improvements in Steam-Heating Systems for Railway-Cars, of which the following is a specification, reference being had therein to the accompanying drawings.

This invention relates to new and useful improvements in steam-heating systems for railway-cars; and the invention consists in the peculiar construction and arrangement of the system of radiating-pipes within the car, whereby a more perfect distribution of the steam is obtained than by the constructions in present use, all as more fully hereinafter described, and shown in the accompanying drawings, in which Figure 1 is a perspective view of my improved steam-heating system. Fig. 2 is a detached sectional elevation of the distributing branch T. Fig.3 is alike view of a modification of the same, and Fig. 4 is a detached elevation of a minor branch T. Fig. 5 is a diagram elevation of one of the pipe-radiators.

A is the main steam-supply pipe or so-called train-pipe, by means of which the car to which my steam-heating system is applied is connected with the locomotive or other steamsupply.

13 is a local supply steam-pipe connecting with the train-pipe at a point as near to one end of the car as it can be conveniently accomplished without interfering with the cartrucks. After clearing the train-pipe it divides into two branches 0 C, which project laterally in opposite directions, preferably only far enough to clear the aisle within the car, when each takes an upward course, and, entering through the car-floor, extends again in a lateral direction until they reach the respective sides of the car, then alongside thereof until they connect with the radiating-pipe system near the ends thereof. The horizontal portions of these supply-pipes are all given a suitable incline to drain them of all Water of condensation, which is preferably allowed to flow back into the train-pipe, which, as usual, is provided with suitable valves or traps to allow it to escape therefrom.

D D are valves in the branch supply-pipes for turning the steam 011 or off or graduating the supply of steam, and to this end the valves may be provided with indices to accurately indicate the amount of flow or opening through them. As valves of this kind are well known, I deem it unnecessary to further describe or illustrate them.

The radiating system within the car consists of two like pipe-radiators E E, placed on the sides of the car below the seats and constructed as follows: Each radiator consists of several courses of pipe in vertical series, preferably to the number of three, which generally form the limit, which can be disposed of underneath the seats, and these are connected at the ends of the car by the short pipes a and b, the former of which I term a distributing-chamber. The upper course or courses 0 dip from the center toward the ends to readily free them from all water of condensation, and the lower courses d dip from the ends to the center, at which point they are connected by a central reciver e to drain the lower courses of pipes from the water'of condensation. The central receiver e is provided with a steamtrap f, of any suitable construction, to permit the escape of water through the drip-pipe g, which leads through the car-floor, and a similar drip pipe h, controlled by a dripcock 2', connects directly to the receiver 6 to permit of blowing out the radiating-pipes irrespective of the operation of the trap. The chamber a, through which the steam is distributed into the radiator, I construct in a special manner to effect an equal distribution of the steam through all the pipes in proportion to their relative length or capacity. To this end I construct it as shown in Fig. 2, or as the modification shown in Fig. 3, each being provided with means for diverting all or a portion of the inflowing steam from its natural course into the nearest radiating-pipe so that all the pipes receive a proportionate share of the steam. In Fig. 2 this is accomplished by means of apertured diaphragm j in the chamber, which diverts the course of the infiowing steam and distributes it through the apertures and Z into the chamber and from there into the radiating-pipes, so that each course gets its proper share of steam. In the construction shown in Fig. 3 the diaphragm diverts a portion of the steam through the apion erture Z to the lower portion of the chamber, to supply the lower courses of pipe communicating therewith. Vithout such special provision in the distributing-chamber the bulk of the steam would preferably enter the up per courses of pipe and circulate only to a limited extent throughthe lower courses, and, as the heating-surface in a car is rather limited on account of the restricted space for disposing it, the failure of a portion thereof to act to its full extent is frequently a source of complaint in cold weather, which is effectively disposed of by my construction, which provides a positive circulation through all the courses of piping. By means of a few loops m, placed, preferably, in the lower courses of pipe only, I provide for free expansion and contraction, and these loops I dispose underneath the seats, as iii the usual manner. The traps I also place in such position to be hidden underneath a car-seat. A free expansion and contraction may be provided, however, without the use of loops by making right-angled offsets in the corner of the car. A suitable steam-gage n is preferably attached to one of the steam-supply pipes in one end of the car to indicate the pressure of the steam.

Although I prefer to dip the upper course of pipe from the center toward both ends, it does not make a very material difference if it is made entirely horizontal; but the lower courses ought to be dipped toward the center to keep them clear of the water of condensation.

The necessary amount of dip in the pipes may be readily obtained by crowding the piping up or down in the center, as the case may be, after securing the radiator at its ends. e

In practice, steam being turned on, it will, be distributed through the chamber at the supply end into the upper course or courses and through this to the chamber at the opposite end of the car, and thence into the lowerhalf courses connected thereto. The other lower-half courses at the distributing-chamber receive the steam dircctlyfrem said chamber. Thus, although the steam enters at one end of the radiator, both halves of the radiator receive a like amount of steam and water of condensation, and therefore give the same heating effect, whereas in the ordinary constructions the end which receives the steam always gives out more heat and the water of condensation has to flow the entire length of the radiator and toward the end which re ceives the least amount of steam.

It is of considerable advantage and convenience to make the steam-connection from the main steam-supply pipe to the radiators at the ends of the ears. When thus arranged, the regulating-valves can be placed within easy convenience of the train-men without disturbing the passengers or getting under the seats.

The distributing-ports in the distributing connection are proportioned to the length or capacity of the different courses of pipe supplied from such ports. Therefore if the pipes vary in length or capacity the ports have to be of different sizes; but if the length or capacity of all the pipes is alike then the ports are alike, but their function of distributing the proper proportion of steam into each pipe is not altered thereby. As it is a common practice in constructing radiators to make the steam-supply pipe of the same size, 'or even of a smaller size than the radiator-pipes,

it is a common occurrence to find that some.

receive all or most of the steam, while others little or none; but in providing the distributing connection with restricted steam ports properly proportioned to the size of the supply-pipe to force a distribution of the steam, the distribution may be effected uniformly through all the pipes, and thereby an increase of com fort and a saving of steam is obtained.

Vhat I claim as my invention is- 1. In a steam-heating system for railroadcars, a radiator consisting of two or more courses of pipes extending longitudinally through the car and suitably inclined to conduct the water of condensation to an outlet in the center of the lower course, and connections at the ends of said courses of pipes, one of said connections being provided with a steam-supply pipe, and restricted ports proportioned in size to the capacity of the radiatorpipes with which they communicate, whereby they distribute the steam into the different courses of pipes in proper proportion, substantially as described.

2. The combination of a radiator having multiplex pipes with a distributing-connection provided with means, as the restricted ports I; Z, proportioned to distribute the steam in proportion to the lengthor capacity of the radiating-pipes supplied from said connection, substantially as described.

In testimony whereof I aiiix my signature, in presence of two witnesses, this 19th day of Way, 1888.

JAMES F. MCELROY.

\Vitnesses:

P. M. IIULBERT, J. PAUL MAYER.

IIO 

